Triple valve.



J. R. SNYDER.

TRIPLE VALVE.

APPLICATION FILED JAN. 23, 1912.

Patented Dec. 9, 1913.

4 SHEETS-SHEET 1.

5 FIG. 16 33 FIG. 1

40 4/) 1 INVENTOH FIG. 1 7 I 42" WITNESSES WW J. R. SNYDER.

TRIPLE VALVE.

APPLICATION FILED JAN. 23, 1912.

Patented Dec. 9, 1913.

4 SHEETS-SHEET 2.

FIG. 2

INVENTOR WflTNESSES COLUMBIA PLANOORAIH CD.,WASHINOTON. n. c,

J. R. SNYDER.

TRIPLE VALVE.

APPLICATION FILED JAN.23.1912.

1,080,662. Patented Dec. 9, 1913.

4 SHEETS-SHEET 3.

FIG. 3

FIG. 4

I'NVENTOR WITN ESSE I W %%%{%W COLUMIHA PLANOGRAPH coy. WASHINGTON, n4 :4

J. R. SNYDER.

TRIPLE VALVE.

APPLICATION FILED JAN. 23, 1912.

1,080,662. Patented Dec. 9, 1913.

4 SHEETS-SHEET 4- 27G .39 EmerqenCy Pasifl'on 3/ 27 [Quick 6ervice 0sif/an. 36

37 FIG.15 3 FIG.11

38 Pefarded Release acResfrl'cfed Recharge Ful/ Release fol/owing Pefarded Release F|G.14- 39 FIG.1O

Service Lap Posifion 3/ 44 39 Ful/ Release 8: Charging Pasifion.

6 FWG.9

Fae-.13.

FIG.12 g

Full Service Posifion WITNES ES 37 COLUMBIA PLANOORAPH 60., WASHINGTON, n. L

TTE STATES PATENT OFFICE.

JACOB RUSH SNYDER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR T0 PERCY E. DONNER, OF PITTSBURGH, PENNSYLVANIA.

TRIPLE VALVE.

To all whom it may concern:

Be it known that I, JACOB RUSH SNYDER, a citizen of the United States, residing at Pittsl'iurgl'l, county of Allegheny, and State of Pennsylvania, have invented certain new and useful Improvements in Triple Valves, of which the following is a specification.

The invention relates to triple valves for air brake systems and more particularly to triple valves for use on freight trains.

The object of the invention is to provide a triple valve which accomplishes the results and performs the functions of the most ap proved, forms of freight triple valves and by means of a simpler and less complicated me chanical construction than the present types of triple valves which accomplish the same results and perform the same functions, whereby the valve is more economical both as to first cost and as to maintenance and is also more reliable in operation.

The invention comprises the construction and arrangement of parts of a triple valve hereinafter described and claimed.

In the accompanying drawings Figure 1 is a longitudinal vertical section through a triple valve embodying the invention, showing the same in full release or running position; Fig. 2 is an elevation, partly in section, with the head or cap of the valve casing removed; Fig. 8 is an inside view of the head or cap; Fig. 4 is an elevational view of the inner or rear end of the valve; Fig. 5 is a vertical section onthe line 55, Fig. 1; Figs. 6 and 7 are enlarged detail sections of the slide valves and bushing taken respectively on the lines 6-6, Fig. 1, and 5 5, Fig. 1; Fig. 8 is a plan view of the valve seat; Figs. 9, 10, 11, 12, 13, 14 and 15 are views showing the valve seat in plan and the valves in horizontal section on the line t)9, Fig. 17, and showing the different positions of the valve, Fig. 9 showing the same in full release and charging position, Fig. 10 in full release position following retarded release, Fig. 11 in quick service position, Fig. 12 in full service position, Fig. 13 in service lap position, Fig. 14 in retarded release and restricted recharging position, and Fig. 15 inv emergency position; and Figs. 16 and 17 are vertical longitudinal sections through the slide valves and seat taken respectively on the lines 1616 and 17-17,

Fig. 9.

Specification of Letters Patent.

Application filed January 23, 1912.

Patented Dec. 9, 1913.

Serial No. 672,945.

The valve in its general form, construction and arrangement follows the standard type of the Westinghouse and similar valves. It comprises a casing 1 provided at its inner or rear end with a flat face for connection to the auxiliary reservoir and brake cylinder, and closed at its opposite end by the head or cap 2 secured to the casing by compression bolts or the like, as is usual in triple valves. In the casing is a bushing 3 inclosing a chamber 24 within which works the piston t provided on one face with a stem 7 for actuating the slide valves 5 and 6. The valve 5 fits snugly between lugs 8 and 9 on the stem 7 while the valve 6 fits loosely between lug 9 and a shoulder 10 on said stem but does not fill the entire space therebetween, so that the piston and stem may move a limited distance without moving valve 6. The valves 5 and 6 work on seat 14 of a bushing 11 fitted in the bore 12 of the casing and shown in detail in Figs. 6 and 7. In order to save material and work the casing is prepared for the reception of the bushing 11 by first forming the circular bore 12 therein and then machining out triangular portions 13 at each side. The bushing ll'is substantially U-shape with the flat seat 14 upon which the valves 5 and 6 operate, with vertical guiding surfaces '15 between which the valves 5 and 6 are guided and with a pair of upwardly projecting ribs or legs 16, the tops of which are smooth finished and in close contact with the horizontal surface 17 in the casing 1. The inner end of the bore 12 communicates with the auxiliary reservoir at 18 and said inner end is also provided with a brake cylinder connection 19, as is usual in freight triple valves. The train pipe connection 20 communicates with the usual chamber 21 from which passages 22 extend upwardly and communicate with the chamber 23 in the head or cap 2 and with piston chamber 2 l in the main casing. The bushing 3 of piston chamber 24 is provided with the usual charging groove which, in this case comprises a large portion 43 for quickly charging the auxiliary reservoir and a smaller portion 4:8 to provide for a slower or retarded charging of the auxiliary reser voir.

The piston 4 on its outer face is provided with a stem 25 which serves to guide the piston 4. and which is surrounded by a helical spring 26 located between a follower 45 loosely surrounding the inner end of stem 25 and adapted to seat against a shoulder in the head or cap 2, and a follower 46 with a suitable head orenlargement, shown as nut 47, adapted to bear against the outer end of follower 46, and near its inner end is provided with a shoulder 25 adapted to contact with follower 45. In the position of the valve shown in Fig. 1, followers 45 and 46 are seated against their respective shoulders, while head 47 on stem 25 is in contact with follower 46 so that spring 26 resists the further movement of the piston 4 toward the left, holding it opposite the large charging groove 43. A sudden increase in train pipe pressure, acting in chamber 24 against PlS-r ton 4, will move the .piston to the left, mov ing follower 46. to compress spring 26, and bring the piston opposite the restricted recharging groove 48. As soon as the pressurev substantially equalizes on the opposite faces of the piston, spring 26 returns the parts to the position shown in Fig. 1. Under ordii nary service or emergency reduction of train pipe pressure the shoulder 25 on the stem 25 contacts with the follower 45, so that spring 26 acts in the usual way of an ordinary graduating spring whose construction and function are well understood.

The chamber 23 has direct communica: tion with brake cylinder connection 19 through a passage formed by bushings and 56 seated in a bore in the casing and held therein by a threaded connection 57 between bushing 56 and the walls of the bore, A gasket is interposed between the two bushings. Between the inner end of bushing 50 and a shoulder 49 in the casing is a suitable guide ring 51 for guiding the stem of a check valve 53 seating toward the cham; ber 23 and normally held to its seat by spring 54. The outer end of bushing 56 forms a seat for a valve 58 having a compo} sition seat- 62 and provided with stem 59 extending inwardly through the bushing and surrounded by a helical spring 61 seated atone end against a shoulder in the bush,- ing and at its opposite end against a guide washer or spider secured to the inner end of stem 59, the spring normally holding the valve 58 seated toward the brake cylinder. Valve 58 is provided with an extension 63,

carrying a pin 64 projecting into the piston chamber 24 and so located that upon 'movement of the piston 4 to the extreme right it contacts with pin 64 and unseats valve 58 against the resistance of spring 61, thereby permitting train pipe air to pass from cham ber 23 to. the brake cylinder. 7

The valve seat 14 is provided with the The stem 25 at its extreme outer end 1s provided ports and passages shown in Figs. 8, 1, 5, 6 and 7, as follows: a service port 27 communicating with the port 28 in the casing. and which leads to the brake cylinder connection 19; an exhaust port 29 communicating with a port 30 in the casing and leading to the atmosphere; a small port 31 connecting with port 32 which communicates with one of the train pipe passages 22 in the casing; a passage 37 communicating at one end with a port 38 in proximity to the train pipe port 31 and longitudinally in line therewith and at its opposite end communicating with port 39 in proximity to brake cylinder port 27 and longitudinally in line therewith; and a release passage 40 communicating at one end with port 41 in proximity to and longitudinally in line with exhaust port 29 and at its opposite end with port 42 transversely in line with brake cylinder port 27.

The slide valve 6 is of rectangular form, while the slide valve 5 is of substantially rectangular form, as shown. Slide valve 5 is provided with a relatively large oblong cavity 33 extending transversely of the valve and provided near one end with longitudinal extension 44, and with a smaller transverse oblong cavity 34 in proximity to the cavity 33. Slide valve 6 is provided with a relatively large retangularcavity 35 at one side and with a small longitudinal cavity 36 near its opposite side. The valves are held to the seat 14 by the usual springs.

The valve has seven positions, as follows:

1. Full release and charging position, (shown in Figs. 1, 5, .6, 7 and 9.)In this position the piston 4 is opposite the large recharging groove 43 in the bushing 3 of chamber 24, and the spring 26 resists the further movement of the piston toward the left, the head 47 on piston stem 25 abutting against follower 46. In this position train pipe air passes from chamber 24 to the auxiliary reservoir. The slide valves 5 and 6 are in the position shown in Fig. 9 with the cavity 33 of valve 5 connecting the brake cylinder port 27 with release port 42, while cavity 35 of valve 6 connects release port 41 with exhaust port 29. brake cylinder pressure is released to the atmosphere. All other ports are blanked. This position is assumed in .normal running and after equalization of auxiliary reservoir and train pipe pressures, and permits of the rapid recharging of the auxiliary reservoir.

2. Quick smwice or serial wanting position, (shown in Fig. 1l.)-This position is assumed upon the first movement of the main piston due to reduction of train pipe pressure, and results in moving the small slide valve 5 from the position shown in Fig. 9 to that shown in Fig. 11, but without moving the large slide valve 6 due to the lost motion connection between sald valve Consequently, the

and the piston stem. In this position the connection between the brake cylinder port 27 and release port 42 is broken, and the cavity 33 with its extension 44 now connects small port 39 with brake cylinder port 27, while the cavity 36 in slide valve 6 connects train pipe port 81 with port 38, thereby permitting train pipe pressure coming through port 31 to enter the brake cylinder in a small stream. The result is to momentarily vent the train pipe to the brake cylinder which is at atmospheric pressure, thereby producing a drop in pressure in the train pipe at the car and securing a quicker serial action of the triple valve througlout the train. The effect is the same as though at each car the train pipe were momentarily vented to the atmosphere to secure more rapid reduction of the train pipe pressure toward the rear of the train than would be. possible if all the air had to flow forwardly and out at the engineers brake valve. Instead, however, of venting the train pipe at each car to the atmosphere, it is vented into the empty brake cylinder, thereby assisting in setting the brakes. The valve remains for a brief time in this position, due to the fact that the first movement of the piston 4 moves only the small slide valve 5, but as soon as the slack between the piston stem 7 and the large slide valve (3 is taken up, the greater frictional resistance of slide valve 6 which is encountered, momentarily checks the movement of the piston, thereby providing an appreciable time for venting the train pipe into the empty brake cylinder. The reduction of train pipe pressure caused by this venting into the brake cylinder unbalances the pressures on opposite sides of the piston 4 sufficiently to overcome the friction of both slide valves, so that the valve mechanism almost immediately moves to the next position now to be described.

3. Full service position, (shown in Fig. 12.)-In this position the slide valves have moved to the right sufficiently so that small valve 5 uncovers brake cylinder port 27, thereby allowing auxiliary reservoir pressure to rush into the brake cylinder. Valve 5 has also partly uncovered release port 42, but inasmuch as the connection between release port 41 and exhaust port 29 is broken, no effect is produced. All other ports are blanked. In this position the shoulder 25 has contacted with follower 45 and slightly compressed spring 26, although the brake cylinder service port is partly opened before compression of spring 26 occurs. Spring 26 checks the movement of the piston and valve and prevents the same from going to emergency position.

4. Sorrico Zap position, (shown in Fig. 13.)-This position is assumed by the valve on a slight recoil such as follows immediately after a service application, due to a momentary greater pressureon the train pipe side of the piston 4. The larger slide valve 6 remains stationary, due to the lost motion connection between itself and the piston stem, but the small slide valve 5 is moved over suiliciently to blank the brake cylinder port 27, thereby cutting off further flow of air from the auxiliary reservoir to the brake cylinder. All other ports remain blanked, thus maintz'iining the brake cylinder pressure which has been reached.

5. Retarded release and restricted recharging position, (shown in Fig. 14.)- This position is assumed after an application by charging the train pipe so quickly that it cannot equalize through feed groove 43, thereby producing a sufficient excess of pressure to force the piston 4 entirely to the left, which compresses spring 26 by the movement of follower 46 which is contacted by collar 47 on the piston stem 25, follower 45 being stationary. This brings the piston 4 opposite the restricted portion 48 of the recharging groove so that there is a restricted flow of train pipe air to the auxiliary reservoir which prevents the auxiliary reservoirs on the forward end of a long train from robbing the train of air excessively, and permitting sullirient air to How toward the rear end of the train to release the triple valves there and secure substantially simultaneous release of the brakes for the entire length of the train. This position of the valve is assumed only on the forward portion of the train, while toward the rear end of the train the increase in train pipe pres sure is not so sudden. due to feeding the auxiliary reservoirs 'lorward thereof, but that it can equalize through feed grooves 4-3 and consequently those triple valves go merely to full rel ease position, shown in Fig. 1, being prevented from going farther by spring 26. In this position brake cylinder port 27 is connected to release port 42 through the small cavity 34 in slide valve 5, while release port 41 is connected to exhaust port 29 by the cavity in slide valve (3. Consequently, the brakes are released through a restricted passage and are thereby retarded in their release, which is list what is wanted at the forward end of the train to secure substantially simultaneous release from end to end of the train. 'hether the valve goes to full release position (Fig. 9) or retarded release. position (Fig. 14) depends entirely upon the suddenness with which the train pipe pressure is raised. If raised gradually it will equalize through the feed groove 43 sutliciently to prevent the piston 4 from overcoming the spring 26 and hence the valve will go only to full release position. If, however, the. train pipe pressure is suddenly increased, feed groove 43 has not suflicient area to permit enough air to pass to equalize the pressures on opposite sides of the piston 4, to enable spring 26 to check the movement of the piston at full release position, but said piston and valve go fully over to the left to retarded release and restricted recharging position.

6. F all release position following retarded release, (shown in Fig. 10.)This is the position assumed by the valves after retarded release upon substantial equalization of pressure on opposite sides of the piston 4, which permits spring 26 to move the piston to the position shown in Fig. 4, bringing the small valve 5 to the position shown in Fig. 10 (which position of valve 5 is similar to that shown in Fig. 9) in which brake cylin der port 27 is connected to release port 42 by the large cavity 33, giving a full release of the brakes. The large valve 6, however, due to the lost motion connection with the piston, is not in the same position. as in the normal full release position shown in Fig. 9, but somewhat to the left thereof. In this position cavity nevertheless connects re lease port 41 with exhaust port 29, but cavity 36 no longer connects train pipe port 31 with port 38.

7. Emergency application position, (shown in Fig. 15.)-This position is assumed upon a large reduction of train pipe pressure, so that the auxiliary reservoir pressure pushes piston 4 entirely over to the right, causing graduating spring 26 to be compressed by the movement of follower 45, follower 46 in this case remaining stationary. In this position the slide valves have moved so as to fully uncover brake cylinder port 27 and permit auxiliary reservoir pressure to rush to the brake cylinder, the same as in full service position. All other ports are blanked. The piste-11 4-, however, has contacted with the pin 64 on the check valve 58 and has unseated said check valve against the resistance of spring 61 so that train pipe pressure can flow from the chamber 23 to brake cylinder connection 19, unseating check valve 53 in its passage. Consequently, the brake cylinder is supplied with air not only from the auxiliary reservoir but also from the train pipe, thereby securing a quick serial action of the brakes throughout the train by reduction of train pipe pressure at each car. As soon as the brake cylinder pressure overcomes the train pipe pressure,

check valve 15 closes and thereafter the application is completed by the equalization of auxiliary reservoir pressure into the brake cylinder. The emergency position of the valve can be secured either directly from the full release position or from any of the other positions of the valve by merely reducing the train pipe pressure below the point of equalization of auxiliary reservoir pressure in the brake cylinder. followers and 16 are so arranged that The spring 26 and the spring becomes active in both directions, being put under compression when the piston moves fully over toward the right in emergency application, and also when the piston is driven fully over to the left by a sudden increase of train pipe pressure to retarded release and restricted recharging position. In all other positions said spring is not put under material compression.

The valve described has all of the usual functions of freight triple valves, including a quick service or serial venting position to secure the rapid serial action of the brakes throughout the train in service application as well as in emergency application, and also a retarded release and restricted recharging position, in addition to the usual service and emergency application position, as well as enabling the brakes to be held in any of the positions by lapping the valve. The valve, therefore, performs all of the functions of the most approved triple valves but by a mechanical construction which is very much simpler and less complicated than that of existing valves which perform all of the functions of this valve. Consequently, the valve is not only cheaper as to first cost but is more reliable in action, less liable to get out of order, cheaper to keep up, and offers less resistance to movement than similar valves for securing the same functional efiects.

The features of the Valve herein illustrated which relate to the retarded release of the brakes and the restricted recharging of the auxiliary reservoir, independent of the specific arrangement of spring for controlling the movement of the valve from full release to retarded release position, are not claimed herein, but are claimed in my application filed July 25, 1912, Serial No. 711,434, which said application is a continuation of this application as far as those features are shown.

The specific arrangement of ports in the valve seat and cavities in the slide valves herein illustrated are claimed in my application filed April 27, 1912, Serial No. 693,523.

What I claim is:

1. In a triple valve, a casing provided with ports, a U-shaped bushing in said casing provided with a seat for a valve and with ports matching the ports in the casing, and a valve cooperating with said seat.

2. In a triple valve, a casing, a U-shaped bushing therein contacting with the casing at the bottom of the U and at the ends of the legs or sides thereof and having a valve seat formed between the legs or sides of the U, and a valve cooperating with said seat.

3. In a triple valve, a casing having a circular bore formed therein and having a portion of the metal at each side of the bore cut out, and a U-shaped bushing fitting tightly in said bore and having the upper portions of the legs or sides occupying the spaces cut out in the sides of the bore.

l. In a triple valve, a casing having connections to the train pipe, brake cylinder, auxiliary reservoir and the atmosphere, a movable abutment and valve device actuated thereby, a passage in said casing connecting the train pipe to the brake cylinder, a shoulder in said passage, a valve cage in said passage abutting against said shoulder, a second valve casing secured in said passage and arranged to hold the first named casing against said shoulder, and a check valve in each valve casing, said check valves seating in opposite directions.

5. In a triple valve, a casing having connections to the train pipe, brake cylinder, auxiliary reservoir and the atmosphere, a movable abutment in said casing, a" valve actuated by said abutment, said abutment and valve controlling communication from the train pipe to the auxiliary reservoir, from the auxiliary reservoir to the brake cylinder and from the brake cylinder to the atmosphere, a passage connecting the train pipe with the brake cylinder, a shoulder in said passage, a valve cage in said passage abutting against said shoulder, a check valve in said cage seating toward the train pipe, a second valve cage in said passage and secured therein and arranged to hold the first named casing against said shoulder, a check valve in said second cage seating away from the train pipe, and a projection on said sec ond check valve in the path of movement of the movable abutment whereby said check valve is opened by said movable abutment at one end of its stroke.

6. In a triple valve, a casing, a movable abutment therein, a pair of slide valves operated by said. abutment, said slide valves being arranged in tandem and both working on a common seat, spring means loosely attached to said abutment so that said piston may move a limited distance from re lease position toward application position Without being aiiected by said spring means, and means whereby at either end of said limited distance said spring means resists motion of the piston.

7 In a triple valve, a casing, a movable abutment therein, slide valve mechanism actuated by said abutment, a seat for said slide valve mechanism, ports and passages in said seat and slide valve mechanism, said slide valve mechanism and said movable abutment being arranged in one position to connect the brake cylinder to the atmos phere and the train pipe to the auxiliary reservoir through restricted passages and in another position to connect the brake cylinder to the atmosphere and the train pipe to the auxiliary reservoir through larger passages, and a spring arranged to resist the movement of the abutment in either direction and for returning the movable abutment and valve from the restricted release and recharge position to the unrestricted release and rechargeposition.

8. In a triple Valve, a casing, a movable abutment therein, slide valve mechanism actuated by said abutment, a seat for said slide valve mechanism, ports and passages in said seat and slide valve mechanism, said slide valve mechanism and said movable abutment being arranged in one position to connect the brake cylinder to the atmosphere and the train pipe to the auxiliary reservoir through restricted passages and in another position to connect the brake cylinder to the atmosphere and the train pipe to the auxiliary reservoir through larger passages, a spring loosely attached to said abutment to allow the latter to move through a limited stroke without resistance from said spring, and means whereby at either end of said limited stroke said spring resists movement of said abutment and valve.

9. In a triple valve, a casing, a movable abutment therein, slide valve mechanism actuated by said abutment, a seat for said slide valve mechanism, ports and passages in said seat and slide valve mechanism, said slide valve mechanism and said movable abutment being arranged in one position toconneet the b 'ake cylinder to the atmosphere and the train pipe to the auxiliary reservoir through restricted passages and in another position to connect the brake cylinder to the atmosphere and the train pipe to the auxiliary reservoir through larger passages, a stem carried by said piston and provided with shoulders or enlargements at each end, a pair of followers loosely mounted on said stem between said shoulders or enlargements, abutments in the casing for each of said followers, and a spring between said followers for resisting the movement of the movable abutment in either direction.

10. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, a movable abutment actuated by variations in train pipe pressure, a slide valve actuated thereby and arranged in release position to open a large connnunication from the brake cylinder to the atmosphere and upon movement from release position caused by an incr also of pressure to open a restricted communication from the brake cylinder to the atmosphere, another valve actuated by said movable abutment and controlling communication l rom the train pipe to the brake cylinder and arranged on emergency reduction of train pipe pressure to be contacted by a part moving with the slide valve and opened thereby, and a spring arranged to resist the movement of said movable abutmcnt to the end of its stroke in either direction.

1 1. A triple valve having; connections to the train pipe, brake cylinder and auxiliary reservoir, a movable abutment actuated by variations in train pipe pressure,. a slide valve actuated thereby! and arranged in release position toopena large communication from the brakecylinder to the atmosphere and upon movement from. release position caused byan. increase of pressure to open: a

1 restricted communication from. the. brake cylinder to the atmosphere, another valve:

actuated: by said movableabutment and conslide valve and' opened thereby, diflerential feed: grooves: controlled by the movableabuts ment, thelarger of said grooves being open when the slide-valve is in the first named position: and the smaller of said grooves being open Whenthe'slide'valve is in thelatter position, and a spring arranged to resist the movement of the movable abutment to the 1 end of. its stroke in either direction.

In. testimony whereof. I have signed this I specification in. the presence of tWo subscribing Witnesses;

trolling communication from the train pipe toithe brake cylinder and arranged on emergenoy reduction-v of train: pipe. pressure to bev contacted; by a party moving with the J. RUSH SNYDER. lVitnesses:

W. W. MAoFAR-RAN, CHAs. LOXT-ERMAN.

Copies. of; thisspatcjntl may heohtainedf f'or'five cents each, by addressing the Commissioner of: Patents,- Washington,.1). 0; 

